Apparatus for controlling combustion device dynamics

ABSTRACT

A method for controlling a combustion dynamics level within a combustion device includes defining a high dynamics operating state at a first fuel split ratio. The first fuel split ratio is a ratio of an amount of fuel supplied to the combustion device through a first fuel line to a total amount of fuel supplied to the combustion device. A low dynamics operating state is defined at a second fuel split ratio different from the first fuel split ratio. The second fuel split ratio is a second ratio of an amount of fuel supplied to the combustion device through the first fuel line to a total amount of fuel supplied to the combustion device. The combustion dynamics level within the combustion device is controlled by periodically switching between the first fuel split ratio and the second fuel split ratio.

BACKGROUND OF THE INVENTION

This invention relates generally to combustion devices and, moreparticularly, to a method and apparatus for controlling combustiondynamics developed within combustion devices.

Gas turbine engines typically include a compressor section, a combustorsection, and at least one turbine section. The compressor compressesair, which is mixed with fuel and channeled to the combustor. Themixture is then ignited to generate hot combustion gases. The combustiongases are channeled to the turbine which extracts energy from thecombustion gases for powering the compressor, as well as producinguseful work to power a load, such as to propel an aircraft in flight.

Gas turbine engines operate in many different operating conditions, andcombustor performance facilitates engine operation over a wide range ofengine operating conditions. Controlling combustor performance improvesoverall gas turbine engine operations. For example, at least some gasturbine low NO_(X) emissions combustion systems employ a process knownas lean premixed combustion wherein fuel and combustion air are mixedupstream of the combustion zone to facilitate controlling NO_(X)production. Such systems often function well over a relatively narrowoperating range. Outside of the range, combustion dynamics levels (noisedue to oscillatory combustion process) may approach an amplitude thatcan shorten the maintenance intervals and/or ultimately cause componentdamage and failure.

BRIEF DESCRIPTION OF THE INVENTION

In one aspect, a method for controlling a combustion dynamics levelwithin a combustion device is provided. A high dynamics operating stateis defined at a first fuel split ratio. The first fuel split ratio is aratio of an amount of fuel supplied to the combustion device through afirst fuel line to a total amount of fuel supplied to the combustiondevice. A low dynamics operating state is defined at a second fuel splitratio different from the first fuel split ratio. The second fuel splitratio is a second ratio of an amount of fuel supplied to the combustiondevice through the first fuel line to a total amount of fuel supplied tothe combustion device. Periodic switching between the first fuel splitratio and the second fuel split ratio controls the combustion dynamicslevel within the combustion device.

In another aspect, a method to facilitate controlling a combustiondynamics level within a combustion device is provided. The methodincludes defining a combustion dynamics level and a NO_(X) emissionslevel for a plurality of fuel split ratios for an operating range of thecombustion device. The combustion dynamics level is a measurement ofpressure within the combustion device during a combustion process. TheNO_(X) emissions level is a measurement of NO_(X) emitted from thecombustion device during the combustion process. The fuel split ratio isa ratio of an amount of fuel supplied to the combustion device through afirst fuel line to a total amount of fuel supplied to the combustiondevice. A first operating state defined by a first fuel split ratio anda second operating state defined by a second fuel split ratio differentfrom the first operating state is determined. The combustion dynamicslevel is controlled within the combustion device based on the firstoperating state and the second operating state.

In another aspect, a system for controlling combustion dynamics levelswithin a combustion device is provided. The system includes a first fuelline in flow communication with a first premix chamber formed within acombustion casing of the combustion device and a second fuel line inflow communication with a second chamber formed at least partiallywithin the combustion casing. A fuel transfer circuit is in independentoperational control communication with each of the first fuel line andthe second fuel line. The fuel transfer circuit controls an amount offuel flowing through the first fuel line into the first premix chamberand an amount of fuel flowing through the second fuel line into thesecond chamber.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a fuel transfer circuit coupled to a combustion device,according to one embodiment of this invention;

FIG. 2 is a graphical representation of a combustion dynamics level anda NO_(X) emission level verses fuel split ratios within an operatingrange for the combustion device;

FIG. 3 is a graphical representation of a pressure wave developed withina combustion device operating at a high dynamic state verses time;

FIG. 4 is a graphical representation of a pressure wave developed withina combustion device operating at a low dynamic state versus time; and

FIG. 5 is a graphical representation of a pressure wave verses time forthe combustion device switching between a high dynamic state and a lowdynamic state to control dynamics within the combustion device.

DETAILED DESCRIPTION OF THE INVENTION

The present invention provides a method and apparatus for controllingcombustion dynamics within a combustion device, such as a gas turbineengine, wherein a fuel transfer circuit controls a path of at least aportion of the fuel supplied to the gas turbine engine through a firstfuel source and/or a second fuel source. By modulating or switching fuelsplit ratios between a high dynamics operating state and a relativelylow dynamics operating state, undesirable combustion dynamics, includingpressure oscillations and/or acoustical vibrations, developed within thegas turbine engine during the combustion process are prevented orminimized. In one embodiment, a firing temperature at which a first fuelsplit ratio is selected to define a first operating state is the same asa firing temperature at which a second fuel split ratio is selected todefine a second operating state.

The present invention is described below in reference to its applicationin connection with and operation of a stationary gas turbine engine.However, it will be obvious to those skilled in the art and guided bythe teachings herein provided that the invention is likewise applicableto any combustion device including, without limitation, boilers, heatersand other gas turbine engines, and may be applied to systems consumingnatural gas, fuel, coal, oil or any solid, liquid or gaseous fuel.

As used herein, references to “combustion” are to be understood to referto a chemical process wherein oxygen, e.g., air, combines with thecombustible elements of fuel, namely carbon, hydrogen and sulfur, at anelevated temperature sufficient to ignite the constituents.

As shown in FIG. 1, a combustion device, such as a gas turbine engine10, includes a first or primary fuel line 12 and a second or secondaryfuel line 14 independently operatively connected to engine 10. As shownin FIG. 1, first fuel line 12 is in flow communication at least oneentry orifice 20 with a first region, such as a first premix chamber 16formed within a combustion casing 18. In one embodiment, first fuel line12 extends through a first fuel nozzle cover 22 and into first premixchamber 16 at a plurality of entry orifices 20 positioned about firstfuel nozzle cover 22. Second fuel line 14 is in flow communication witha second region, such as a second chamber 26 at least partially formedwithin combustion casing 18. As shown in FIG. 1, second fuel line 14extends through a second nozzle assembly 28 at an entry orifice 30 andinto a venturi assembly 32 positioned at a downstream portion of secondchamber 26. In one embodiment, first premix chamber 16 and secondchamber 26 run in parallel. In an alternative embodiment, first premixchamber 16 and second chamber 26 combine or mix together downstream.

As shown in FIG. 1, engine 10 includes a fuel transfer circuit 40 thatcontrols an amount of fuel that flows through first fuel line 12 and/orsecond fuel line 14 into respective first premix chamber 16 and secondchamber 26. In one embodiment, fuel transfer circuit 40 is inindependent operational control communication with first fuel line 12and/or second fuel line 14. Fuel transfer circuit 40 is a fluidicoscillator that selectively controls the fuel flow through first fuelline 12 and/or second fuel line 14. Alternatively, fuel transfer circuit40 includes a suitable mechanical or fluidic valve assembly forcontrolling fuel flow through first fuel line 12 and/or second fuel line14. Other suitable oscillator assemblies and/or valve assemblies knownto those skilled in the art and guided by the teachings herein providedcan be used to control fuel flow through first fuel line 12 and/orsecond fuel line 14.

A theoretical or ideal fuel split ratio results when each fuel lineprovides an equal amount or percentage of the total fuel consumed by theengine. A possible fuel split with two fuel supply lines, for examplefirst fuel line 12 and second fuel line 14, can be 50:50, wherein firstfuel line supplies 50% of the total fuel consumed by the engine andsecond fuel line supplies 50% of the total fuel consumed by the engine.However, a 50:50 fuel split ratio is infeasible due to combustiondynamics levels, including pressure oscillations and/or acousticalvibrations, which develop within the engine during the combustionprocess. Such combustion dynamics levels ultimately result in enginecomponent damage and/or engine failure.

To avoid such combustion dynamics levels, conventional engines run at aconstant offset ratio to prevent engine failure. For example, aconventional engine including two fuel supply lines is configured suchthat a first fuel supply line constantly supplies about 10% to about 90%of the total fuel consumed by the engine and a second fuel supply lineconstantly supplies the remaining fuel.

In contrast to conventional engine configurations, the method andapparatus of the present invention provides a fuel split ratio that isperiodically modulated or switched between a first fuel split ratio anda second fuel split ratio to actively control the combustion dynamicslevels developed within engine 10 and prevent undesired pressureoscillations and/or acoustical vibrations. In one embodiment, during afirst operating state 50 having a first fuel split ratio, engine 10operates within a high dynamic state, as shown in FIG. 2. The highdynamic state is within an unstable operating region and is defined by arelatively low NO_(X) emissions level (along curve 52) but an increasedcombustion dynamics level (along curve 54). In one embodiment, firstfuel line 12 supplies about 10% to about 90%, for example 45%, of thetotal fuel consumed by engine 10 during first operating state 50. Secondfuel line 14 supplies the remaining percentage, for example about 55%,of the total fuel consumed by engine 10. First operating state 50 has aset time duration of about 10 msec to about 100 msec. In alternativeembodiments, first operating state 50 has a time duration less thanabout 10 msec or greater than about 100 msec, as desired.

FIG. 3 graphically represents the pressure oscillations measured inpounds per square inch within engine 10 during engine operation at firstoperating state 50 (high dynamics operating state). Over a timeduration, an amplitude of the pressure increases and approaches anundesirable maximum amplitude, which represents an undesirable,relatively high combustion dynamics level. At an expiration of the timeduration, before the maximum amplitude is reached, fuel transfer circuit40 is activated to initiate a change in engine operation to a secondoperating state 55 to reduce the combustion dynamics experienced duringoperation at first operating state 50. Fuel transfer circuit 40 controlsthe switching from the first fuel split ratio to a second fuel splitratio to actively control the combustion dynamics level developed withinengine 10. The switching from first operating state 50 to secondoperating state 55 is represented by reversible arrow 60 in FIG. 2.

During second operating state 55 having a second fuel split ratio,engine 10 operates within a low dynamic state, as shown in FIG. 2. Thelow dynamic state is within a stable operating region and is defined bya relatively low combustion dynamics level but an increased NO_(X)emissions level. During second operating state 55, first fuel line 12supplies about 10% to about 90%, for example about 55%, of the totalfuel consumed by engine 10 and second fuel line 14 supplies theremaining percentage, for example about 45%, of the total fuel consumedby engine 10. First fuel line 12 and second fuel line 14 each suppliesthe selected amount of fuel during second operating state 55, over asuitable time period of about 10 msec to about 100 msec. In alternativeembodiments, second operating state 55 has a set time duration less thanabout 10 msec or greater than about 100 msec, as desired.

FIG. 4 graphically represents the pressure oscillations measured inpounds per square inch within engine 10 during engine operation atsecond operating state 55 (low dynamics operating state). In contrast tothe pressure oscillations measured during first operating state 50, thepressure oscillations measured over time for second operating state 55maintain a generally random wave without approaching an undesirablemaximum amplitude, which result in engine component damage and/or enginefailure as discussed above. However, it is not desirable to maintainengine operation at second operating state 55 because such engineoperation generates undesirable NO_(X) emissions levels. Therefore, atexpiration of a set time duration, fuel transfer circuit 40 is activatedto initiate a change in engine operation from second operating state 55to first operating state 50, as represented by reversible arrow 60 inFIG. 2. Fuel transfer circuit 40 controls the switching between thefirst fuel split ratio and the second fuel split ratio to activelycontrol the combustion dynamics developed within engine 10 and preventcombustion dynamics levels sufficient to damage engine components and/orfailure of engine 10.

FIG. 5 graphically represents the pressure developed within engine 10during engine operation. Engine 10 operates at first operating state 50within an unstable operating region for an adjustable time duration.During the time duration, the amplitude of the pressure wave increasesand approaches an undesirable amplitude representing component damageand/or engine failure, requiring activation of fuel transfer circuit 40to initiate switching to a second fuel split ratio, represented by line65 in FIG. 5. Upon activation of fuel transfer circuit 40, engine 10operates at second operating state 55 within the stable operatingregion. Within second operating state 55, the amplitude of the pressurewave remains generally steady within an acceptable pressure range,represented graphically by a general sinusoidal wave as shown in FIGS. 4and 5. At a suitable time, represented by line 70 in FIG. 5, fueltransfer circuit 40 is activated to initiate engine operation withinfirst operating state 50. Upon expiration of the set time duration,represented by line 75 in FIG. 5, fuel transfer circuit 40 is againactivated to initiate engine operation within second operating state 55.Thus, the present invention provides an apparatus to actively controlthe combustion dynamics level developed within a combustion device, suchas engine 10, by alternating periodically at a low frequency betweenfirst operating state 50, representing a high dynamics operating state,and second operating state 55, representing a low dynamics operatingstate.

In one embodiment, first fuel line 12 is initially configured to supplyabout 40% of the total fuel consumed by engine 10 and second fuel line14 is initially configured to supply about 60% of the total fuelconsumed by engine 10. It is apparent to those skilled in the art andguided by the teachings herein provided that first fuel line 12 may beconfigured to supply any suitable amount of fuel to engine 10 eitherless than about 40% or greater than about 40%, with second fuel line 14configured to supply the remaining required fuel to engine 10. Duringengine operation, fuel transfer circuit 40 is activated to increase ordecrease the amount of fuel supplied through first fuel line 12 by adesired percentage not greater than about 10%, for example about 2%. Theamount of fuel supplied by second fuel line 14 is correspondinglyadjusted. For example, fuel transfer circuit 40 is activated to reducethe amount of fuel supplied through first fuel line 12 to about 38% ofthe total fuel consumed by engine 10. The amount of fuel suppliedthrough second fuel line 14 is correspondingly increased to about 62% ofthe total fuel consumed by engine 10. As an alternative example, fueltransfer circuit 40 may be activated to increase the amount of fuelsupplied through first fuel line 12 to about 44% of the total fuelconsumed by engine 10. The amount of fuel supplied through second fuelline 14 is correspondingly decreased to about 56% of the total fuelconsumed by engine 10.

In the exemplary embodiment, a method for controlling combustiondynamics levels within a chamber of a combustion device, such as gasturbine engine 10 is provided. As shown in FIG. 2, the method includesdetermining a combustion dynamics level and NO_(X) emissions level foreach fuel split ratio within an operating range of engine 10. In oneembodiment, a combustion dynamics level and/or a NO_(X) emissions levelfor a plurality of fuel split ratios are defined for an operating rangeof engine 10. The combustion dynamics level is a measurement of pressurewithin engine 10 during a combustion process. The NO_(X) emissions levelis a measurement of NO_(X) emitted from engine 10 during the combustionprocess. In the exemplary embodiment, fuel split ratio is a ratio offuel supplied to engine 10 through first fuel line 12 to a total amountof fuel supplied to engine 10, equal to the amount of fuel suppliedthrough first fuel line 12 and the amount of fuel supplied throughsecond fuel line 14. The first operating state defined by a first fuelsplit ratio and the second operating state defined by a second fuelsplit ratio is then determined.

A graphical representation of high dynamics operating states and lowdynamics operating states are defined by plotting combustion dynamicslevels and associated NO_(X) emissions levels verses fuel split ratioswithin the operating range of engine 10, as shown in FIG. 2. The stableoperating region in which engine 10 operates in a stable condition isrepresented by a low dynamics operating state wherein the combustionprocess generates a relatively low level of combustion dynamics.However, the low dynamics operating state undesirably generates arelatively high level of NO_(X) emissions. Conversely, the unstableoperating region in which engine 10 operates in an unstable condition isrepresented by an undesirably high dynamics operating state wherein thecombustion process generates a relatively high level of combustiondynamics but advantageously generates a relatively low level of NO_(X)emissions.

Thus, with engine 10 operating within low dynamics operating state 55,combustion dynamics, including pressure oscillations and/or acousticalvibrations, is relatively quite. However, it is generally not feasibleto operate entirely within the stable operating condition due to theundesirable high NO_(X) emissions level. In contrast, with engine 10operating within the unstable operating region, NO_(X) emissions areadvantageously low. However, it is generally not feasible to operateentirely within the unstable operating condition due to the undesirablepressure oscillation and/or acoustical vibrations, which ultimatelyresult in engine component damage and/or engine failure.

From the graph plotted for combustion dynamics levels and associatedNO_(X) emissions levels verses fuel split ratios within the operatingrange of engine 10, as shown in FIG. 2, a first operating state 50outside a stable operating region, e.g. within an unstable operatingregion, is defined by a first fuel split ratio. A second operating state55 within a stable operating region is defined by a second fuel splitratio. In one embodiment, a firing temperature at which the first fuelsplit ratio is selected to define first operating state 50 is the sameas a firing temperature at which the second fuel split ratio is selectedto define second operating state 55.

The combustion dynamics level of engine 10 is actively controlled bymodulating or switching between first operating state 50 and secondoperating state 55. In one embodiment, fuel transfer circuit 40 controlsan amount of fuel that flows through first fuel line 12 and/or secondfuel line 14. In one embodiment, a high dynamics operating state isdefined at a first fuel split ratio. In this embodiment, the first fuelsplit ratio is a ratio of an amount of fuel supplied to engine 10through first fuel line 12 to a total amount of fuel supplied to engine10. A low dynamics operating state is defined at a second fuel splitratio different from the first fuel split ratio. The second fuel splitratio is a second ratio of an amount of fuel supplied to engine 10through first fuel line 12 to a total amount of fuel supplied to engine10. The combustion dynamics level within engine 10 is controlled byperiodically switching between the first fuel split ratio and the secondfuel split ratio at a set time duration of about 10 msec to about 100msec.

At the high dynamics operating state and/or at the low dynamicsoperating state, a first amount of fuel supplied to engine 10 throughfirst fuel line 12 and a second amount of fuel supplied to engine 10through second fuel line 14 is actively controlled. A first amount offuel is supplied through first fuel line 12 equal to about 10% to about90% of a total amount of fuel supplied to the combustion device and asecond amount of fuel supplied through second fuel line 14 is equal tothe remaining percentage of the total fuel supplied to the combustiondevice. In one embodiment, the first amount of fuel supplied by firstfuel line 12 or the second amount of fuel supplied by second fuel line14 is increased and the other of the first amount of fuel or the secondamount of fuel is correspondingly decreased to periodically modulate orswitch between the first fuel split ratio and the second fuel splitratio. For example, the first amount of fuel is increased by apercentage value not greater than about 10% of the total amount of fuelsupplied to the combustion device and the second amount of fuel iscorrespondingly decreased by the percentage value. Alternatively, thefirst amount of fuel is decreased by a percentage value not greater thanabout 10% of the total amount of fuel supplied to the combustion deviceand the second amount of fuel is correspondingly increased by thepercentage value.

In this embodiment, fuel transfer circuit 40 is activated to adjust afirst amount of fuel that flows through first fuel line 12 and a secondamount of fuel that flows through second fuel line 14. For example, fueltransfer circuit 40 is activated to increase or decrease the firstamount of fuel by a fuel input adjustment value not greater than about10% of a total amount of fuel supplied to the combustion device andcorrespondingly decrease or increase, respectively, the second amount offuel by the fuel input adjustment value.

In an alternative embodiment, gas turbine engine 10 includes anysuitable number of fuel lines. For example, in this alternativeembodiment, in addition to first fuel line 12 and second fuel line 14, atertiary or third fuel line and a quaternary or fourth fuel line each isindependently operatively connected to engine 10. Fuel transfer circuit40 controls an amount of fuel that flows through first fuel line 12,second fuel line 14, third fuel line and/or fourth fuel line.

The above-described method and apparatus of the present inventionactively controls combustion dynamics levels developed within a gasturbine engine during engine operation. More specifically, a fueltransfer circuit periodically adjusts a path of at least a portion ofthe fuel supplied to the gas turbine engine through a first fuel lineand/or a second fuel line to effectively mitigate the combustiondynamics levels within the gas turbine engine. The periodic modulationor switching at low frequency between a high dynamic state and a lowdynamic state effectively controls the combustion dynamics levelsdeveloped within the gas turbine engine to mitigate the combustiondynamics levels over time.

Exemplary embodiments of a method and an apparatus for activelycontrolling combustion dynamics levels developed within a gas turbineengine during engine operation are described above in detail. The methodand apparatus are not limited to the specific embodiments describedherein, but rather, steps of the method and/or elements or components ofthe apparatus may be utilized independently and separately from othersdescribed herein. Further, the described method steps and/or apparatuselements or components can also be defined in, or used in combinationwith, other methods, apparatus and/or systems and are not limited topractice only as described herein.

While the invention has been described in terms of various specificembodiments, those skilled in the art will recognize that the inventioncan be practiced with modification within the spirit and scope of theclaims.

1-12. (canceled)
 13. A system for controlling combustion dynamics levelswithin a combustion device, said system comprising: a first fuel line inflow communication with a first region formed within a combustion casingof said combustion device; a second fuel line in flow communication witha second region formed at least partially within said combustion casing;and a fuel transfer circuit in independent operational controlcommunication with each of said first fuel line and said second fuelline, said fuel transfer circuit for controlling a first amount of fuelflowing through said first fuel line into said first premix chamber anda second amount of fuel that is different from the first amount of fuelflowing through said second fuel line into said second chamber.
 14. Asystem in accordance with claim 13 wherein said fuel transfer circuitcomprises a fluidic oscillator selectively controlling fuel flow throughat least one of said first fuel line and said second fuel line.
 15. Asystem in accordance with claim 13 wherein said fuel transfer circuitcomprises at least one of a mechanical valve assembly and a fluidicvalve assembly for controlling fuel flow through at least one of saidfirst fuel line and said second fuel line.
 16. A system in accordancewith claim 13 wherein said fuel transfer circuit adjusts at least one ofsaid amount of fuel flowing through said first fuel line into said firstpremix chamber and said amount of fuel flowing through said second fuelline into said second chamber by not greater than about 10%.
 17. Asystem in accordance with claim 13 wherein, in a first operating statehaving a first fuel split ratio, said fuel transfer circuit initiatessaid first fuel line to supply a first percentage of a total amount offuel consumed by said combustion device and initiates said second fuelline to supply a second percentage of said total amount.
 18. A system inaccordance with claim 17 wherein said first operating state has a timeduration of about 10 msec to about 100 msec.
 19. A system in accordancewith claim 17 wherein said fuel transfer circuit adjusts said firstpercentage and said second percentage by not greater than about 10%. 20.A system in accordance with claim 17 wherein, in a second operatingstate having a second fuel split ratio, said fuel transfer circuitinitiates said first fuel line to supply said second percentage andinitiates said second fuel line to supply said first percentage.